US7797993B2 - Intake air temperature sensor diagnostic system and method - Google Patents

Intake air temperature sensor diagnostic system and method Download PDF

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US7797993B2
US7797993B2 US12/051,062 US5106208A US7797993B2 US 7797993 B2 US7797993 B2 US 7797993B2 US 5106208 A US5106208 A US 5106208A US 7797993 B2 US7797993 B2 US 7797993B2
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iat
sensor
temperature
maf
thermistor
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US20090235725A1 (en
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Kurt D. Mc Lain
Wenbo Wang
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Priority to DE102009012891.3A priority patent/DE102009012891B4/de
Priority to CN2009101276516A priority patent/CN101539062B/zh
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F02D2200/0416—Estimation of air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present disclosure relates to engine diagnostic systems, and more particularly to intake air temperature sensor diagnostic systems and methods.
  • Internal combustion engines ignite a fuel and air mixture to produce a drive torque. More specifically, air is drawn into the engine through a throttle and mixed with fuel to form an air and fuel mixture. The air and fuel mixture is compressed within a cylinder by a piston and is then ignited within a cylinder to reciprocally drive the piston within the cylinder. The piston rotationally drives a crankshaft of the engine.
  • IAT intake air temperature
  • MAP manifold absolute pressure
  • TPS throttle position
  • P BARO barometric pressure
  • Traditional internal combustion engines include an IAT sensor to directly measure the IAT. In some instances, the IAT sensor may become inaccurate as a result of damage, wear and/or a number of other factors. Accordingly, the IAT sensor may be monitored to determine whether the IAT sensor reading is accurate.
  • Some traditional internal combustion engine systems include a second IAT sensor.
  • the reading from the second IAT sensor is compared with that of the first IAT sensor in order to determine whether the first IAT sensor is accurate.
  • This additional IAT sensor increases cost and complexity and must also be monitored for accuracy.
  • an intake air temperature (IAT) sensor diagnostic system may include an IAT determination module, a mass air flow (MAF) module, and a diagnostic module.
  • the IAT determination module determines a measured IAT based on an IAT sensor.
  • the MAF module determines a reference temperature based on a MAF sensor.
  • the diagnostic module diagnoses faults in the IAT sensor based on a comparison between the reference temperature and the measured IAT.
  • a diagnostic method for an intake air temperature (IAT) sensor may include generating a measured IAT associated with an engine using an IAT sensor, determining a reference temperature using a mass air flow (MAF) sensor, and indicating a fault condition of the IAT sensor when the difference between the reference temperature and the measured IAT reaches a threshold value.
  • IAT intake air temperature
  • FIG. 1 is a functional block diagram of an internal combustion engine system that is regulated in accordance with an intake air temperature (IAT) sensor diagnostic system of the present disclosure
  • IAT intake air temperature
  • FIG. 2 is a control block diagram of a control module incorporating an IAT sensor diagnostic system of the present disclosure
  • FIG. 3 is an exemplary circuit diagram for a mass air flow sensor
  • FIG. 4 is a flowchart illustrating exemplary steps that are executed by the IAT sensor diagnostic system of the present disclosure.
  • module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
  • ASIC application specific integrated circuit
  • processor shared, dedicated, or group
  • memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
  • the intake air temperature (IAT) sensor diagnostic system of the present disclosure is provided to monitor and determine the rationality of the IAT sensor.
  • a reference temperature is obtained from an existing MAF sensor.
  • the IAT sensor diagnostic system compares a temperature measured by the IAT sensor with the reference temperature.
  • the IAT sensor diagnostic system may determine that the IAT sensor is in a fault condition when the difference between the reference temperature and the measured IAT is or above a threshold value.
  • the engine system 10 includes an engine 12 , an intake manifold (IM) 14 and an exhaust manifold (EM) 16 .
  • Air is drawn into the intake manifold 14 through an air filter 18 and a throttle 20 .
  • the air is mixed with fuel to form a fuel and air mixture.
  • the fuel and air mixture is ignited and combusted within a cylinder 22 of the engine 12 by a piston (not shown).
  • the combustion process releases energy that is used to reciprocally drive the piston within the cylinder 22 .
  • Exhaust air generated by the combustion process is exhausted through the exhaust manifold 16 and is released to atmosphere after being treated in an exhaust after-treatment system (not shown).
  • an exhaust after-treatment system not shown.
  • a control module 24 is provided for controlling engine components including, but not limited to, fuel injection, ignition timing, variable valve timing and peripherals relating to the engine operation.
  • the control module 24 may be in communication with an intake air temperature (IAT) sensor 26 , a mass air flow (MAF) sensor 28 , a manifold absolute pressure (MAP) sensor 30 , an engine RPM sensor 32 , and a throttle position sensor 34 .
  • IAT intake air temperature
  • MAF mass air flow
  • MAP manifold absolute pressure
  • the control module 24 processes signals generated by these sensors 26 , 28 , 30 , 32 , 34 and regulates the engine operation based on a plurality of engine operating parameters including, but not limited to, a pre-throttle static pressure, a pre-throttle stagnation pressure (i.e., the total air pressures upstream of the throttle), IAT, MAF, MAP, an effective throttle area, an engine RPM and a barometric pressure.
  • the control module 24 of the present disclosure may include an IAT sensor diagnostic system 36 .
  • the control module 24 includes an IAT sensor diagnostic system 36 .
  • the IAT sensor diagnostic system 36 may include an IAT determination module 38 , an MAF determination module 40 , and an IAT sensor diagnostic module 42 in communication with the IAT determination module 38 and the MAF determination module 40 .
  • the IAT determination module 38 determines a measured IAT based on a first signal 44 from the IAT sensor 26 .
  • the MAF determination module 40 determines a mass flow rate of the intake air based on a second signal 46 from the MAF sensor 28 .
  • the MAF determination module 40 also determines a temperature of a reference thermistor R 1 (shown in FIG. 3 ) of the MAF sensor 28 based on a third signal 48 .
  • the IAT sensor diagnostic module 42 monitors the rationality of the IAT sensor 26 based on signals from the IAT determination module 38 and the MAF determination module 40 , which will be described in more detail below.
  • a fault signal 50 is generated and sent to an error memory 52 for later analysis and/or reported to a vehicle driver.
  • the MAF sensor 28 may include a Wheatstone bridge circuit 60 including a reference thermistor R 1 , a second resistor R 2 , a third resistor R 3 , a measuring thermistor R 4 , and a fifth resistor R 5 .
  • the reference thermistor R 1 , the second resistor R 2 and the third resistors R 3 are connected in series at a first leg 62 of the bridge circuit 60 .
  • the measuring thermistor R 4 and the fifth resistor R 5 are connected in series at a second leg 64 of the bridge circuit 60 .
  • the first leg 62 and the second leg 64 are connected in parallel.
  • the reference thermistor R 1 and the measuring thermistor R 4 may have variable resistance and may have a positive temperature coefficient or a negative temperature coefficient depending on specific applications.
  • the second, third and fifth resistors R 2 , R 3 and R 5 are fixed resistors and have constant resistance.
  • the measuring resistor R 4 functions as a heated sensing element for measuring the mass air flow rate.
  • the reference thermistor R 1 is designed for air flow measurement compensation given different intake air temperatures, and borrowed here for IAT sensor rationality diagnostic purposes.
  • the bridge circuit 60 has terminals 68 , 70 , 72 , 74 and 76 .
  • An input voltage V 1 is applied to the bridge circuit 60 at the terminal 68 .
  • the terminal 74 is grounded.
  • the voltage V 3 across terminals 72 and 76 may be set to zero to balance the bridge circuit 60 .
  • the bridge circuit 60 becomes unbalanced due to a resistance change in the measuring thermistor R 4 . This is because the air flow causes a temperature drop in the measuring thermistor R 4 as a result of heat loss from the measuring thermistor R 4 to the intake air.
  • the bridge circuit 60 can be rebalanced by changing the input voltage V 1 to maintain zero voltage output across terminals 72 and 76 .
  • the bridge circuit 60 When the intake air temperature changes, the bridge circuit 60 becomes unbalanced also due to a resistance change in the compensation thermistor R 1 .
  • the bridge circuit 60 can be rebalanced again by changing the input voltage V 1 to maintain zero voltage output across terminals 72 and 76 .
  • a second signal 46 corresponding to the input voltage V 1 may be sent to the MAF determination module 40 for determining the mass air flow rate.
  • a reference voltage V 2 is continuously measured at the terminal 70 .
  • a third signal 48 corresponding to the reference voltage V 2 may also be sent to the MAF determination module 40 .
  • the bridge circuit 60 may include a different number of resistors/thermistors and may have different arrangement and configuration depending on specific applications without departing from the spirit of the present disclosure.
  • the IAT sensor diagnostic method 100 begins in step 102 .
  • step 104 when the intake air passes over the IAT sensor 26 and the MAF sensor 28 , the IAT sensor 26 generates a first signal 44 corresponding to the intake air temperature to the IAT determination module 38 for processing. Based on the first signal 44 , the IAT determination module 38 determines an IAT measured by the IAT sensor 26 . This measured IAT may be sent to the IAT diagnostic module 42 for rationality diagnosis.
  • the MAF sensor 28 may send a second signal 46 corresponding to the input voltage V 1 and a third signal 48 corresponding to the reference voltage V 2 to the MAF determination module 40 in step 106 .
  • the MAF determination module 40 also processes the second signal 46 and the third signal 48 to obtain a reference temperature T ref . This reference temperature T ref may be sent to the IAT diagnostic module 42 for diagnostic purposes.
  • the resistance of the reference thermistor R 1 , the resistance of the resistors R 2 and R 3 , the input voltage V 1 , and the reference voltage V 2 have the following relationship:
  • V 2 R 2 + R 3 R 1 + R 2 + R 3 ⁇ V 1 ( Equation ⁇ ⁇ 1 )
  • R 1 [ V 1 V 2 - 1 ] ⁇ ( R 2 + R 3 ) ( Equation ⁇ ⁇ 2 ) wherein R 1 is the variable resistance of the reference thermistor;
  • R 2 is the resistance of the second resistor
  • R 3 is the resistance of the third resistor
  • V 1 is the input voltage applied to the bridge circuit
  • V 2 is the reference voltage.
  • resistors R 2 and R 3 are fixed resistors, the resistances of the resistors R 2 and R 3 remain unchanged and are known.
  • the variable resistance of the reference thermistor R 1 at the measured temperature can be derived from equation 2.
  • the reference thermistor R 1 may be selected to have a linear response to a change in temperature, i.e., a constant temperature coefficient of resistance. Therefore, in step 106 , the temperature T c of the reference thermistor R 1 at the measured temperature may be calculated based on the following equation:
  • T c T 0 + R 1 ⁇ ( T c ) - R 1 ⁇ ( T 0 ) ⁇ ( Equation ⁇ ⁇ 3 )
  • R 1 (T c ) is the calculated resistance derived from Equation 2
  • ⁇ is the temperature coefficient of resistance of the reference thermistor R 1
  • R 1 (T 0 ) is the resistance of the reference thermistor R 1 at a starting temperature or room temperature T 0 and is known.
  • the calculated temperature T c of the reference thermistor R 1 may not accurately reflect the actual IAT, the calculated temperature T c is calibrated to result in a reference temperature T ref in step 108 .
  • the calculated temperature T c may be calibrated via a variety of known methods depending on the configuration and location of the MAF sensor 28 .
  • the reference temperature T ref is sent to the IAT sensor diagnostic module 42 .
  • the IAT sensor diagnostic module 42 receives signals indicative of the measured IAT and the reference temperature T ref from the IAT determination module 38 and the MAF determination module 40 , respectively. In step 110 , the IAT sensor diagnostic module 42 compares the IAT measured by the IAT sensor 26 with the reference temperature T ref to determine whether the measured IAT reading is rational. In step 112 , when the reference temperature T ref is significantly higher or lower than the IAT, i.e., the difference between the measured IAT and the reference temperature is or above a threshold value, the IAT diagnostic module 42 may determine a fault condition of the IAT sensor 26 and may generate a fault signal 50 in step 114 .
  • the fault signal 50 may be sent to an error memory 52 for later analysis and/or reported to a vehicle driver, thereby completing the diagnostic process in step 116 . If the difference between the reference temperature T ref and the measured IAT is below the threshold value, the diagnostic process ends in step 116 .
  • first signal 44 , the second signal 46 , and the third signal 48 may be sent directly to the IAT sensor diagnostic module 42 .
  • the IAT sensor diagnostic module 42 may perform an algorithm similar to that previously described without the IAT determination module 38 and the MAF determination module 40 .
  • the IAT diagnostic can be achieved by using an existing MAF sensor without any additional sensor. Therefore, the IAT sensor diagnostic system 36 of the present disclosure can reduce the costs of the engine control unit, while providing a reliable IAT sensor diagnostic.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US12/051,062 2008-03-19 2008-03-19 Intake air temperature sensor diagnostic system and method Expired - Fee Related US7797993B2 (en)

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Application Number Priority Date Filing Date Title
US12/051,062 US7797993B2 (en) 2008-03-19 2008-03-19 Intake air temperature sensor diagnostic system and method
DE102009012891.3A DE102009012891B4 (de) 2008-03-19 2009-03-12 Diagnosesystem und -verfahren für einen Ansauglufttemperatursensor
CN2009101276516A CN101539062B (zh) 2008-03-19 2009-03-19 进气温度传感器诊断系统和方法

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190234337A1 (en) * 2018-01-30 2019-08-01 Ford Global Technologies, Llc Ambient temperature sensor rationality check
US10471966B2 (en) 2017-07-31 2019-11-12 Ford Global Technologies, Llc Ambient air temperature sensor correction method
US10641234B2 (en) 2017-11-27 2020-05-05 Ford Global Technologies, Llc Method for engine laser ignition system
US10688984B2 (en) 2018-01-30 2020-06-23 Ford Global Technologies, Llc Ambient temperature sensor rationality check

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JP4873378B2 (ja) * 2008-04-21 2012-02-08 株式会社デンソー 吸入空気量センサの異常診断装置
US8608374B2 (en) * 2010-08-27 2013-12-17 GM Global Technology Operations LLC Outside air temperature sensor diagnostic systems for a vehicle
CN102175347B (zh) * 2011-02-15 2013-10-30 钜泉光电科技(上海)股份有限公司 温度传感器的校准方法及其系统
DE202011102391U1 (de) 2011-06-28 2011-08-11 H.-Jürgen Kern Wachs-Servietten zur Wärmebehandlung und Vorichtung zur Herstellung im Tauchvervahren
FR3003604A1 (fr) * 2013-03-19 2014-09-26 Renault Sa Procede de diagnostic de deux capteurs de temperature situes dans une ligne d'admission d'un moteur
CN103278868B (zh) * 2013-05-09 2015-04-22 南京信息工程大学 具有故障自诊断自恢复功能的自动化气象站系统
CN103343715B (zh) * 2013-06-25 2016-03-16 奇瑞汽车股份有限公司 一种发动机进气温度信号的处理方法
JP6392101B2 (ja) 2014-12-05 2018-09-19 日立建機株式会社 建設機械の管理システム

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US10471966B2 (en) 2017-07-31 2019-11-12 Ford Global Technologies, Llc Ambient air temperature sensor correction method
US10641234B2 (en) 2017-11-27 2020-05-05 Ford Global Technologies, Llc Method for engine laser ignition system
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US10688984B2 (en) 2018-01-30 2020-06-23 Ford Global Technologies, Llc Ambient temperature sensor rationality check
US11333096B2 (en) * 2018-01-30 2022-05-17 Ford Global Technologies, Llc Ambient temperature sensor rationality check

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DE102009012891B4 (de) 2018-10-04
US20090235725A1 (en) 2009-09-24
CN101539062B (zh) 2013-01-02
CN101539062A (zh) 2009-09-23
DE102009012891A1 (de) 2009-11-05

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